Grip aid



(No Model.) v 5 sheets-sheet 1. A. CAMPBELL. GRIP AND APPLIANCE FORGABLE ROAD CARS.

Patented Aug, 13, 1889;

" INVENTOR By Q/V Attorney.

WITNESSES:

5 Sheets-Sheet 2.

(No-Model.)

A A. CAMPBELL. GRIP AND APPLIANCE FOR CABLE ROAD UAE$- No. 408,692.

Patented Aug..13', 1889.

.H ..I..H in x: ml g E M y WITNESSES: M

Attorney.

N1 PETERS, Phumulhogupher. w lhih mn. v.0

5 Sheets-Shet s.

(No Model.)

' A'. CAMPBELL. GRIP AND APPLIANCE FOR CABLE ROAD CARS.

No. 408,692. Patented Aug. v13, 1889'.

lNVENTORZ Attorney.

(No Model.) '5 SheetsSheet 4.

A. CAMPBELL. GRIP AND APPLIANOE FOR CABLE ROAD (JARS.

Patented Aug. 13, 1889.,

INVENTOR:

WITNESSES:

N PETERS. Phcwmnu npher. Wi hingtcn. 0.x;

5 Sheets-Sheet 5.

(No Model.)

I A. CAMPBELL;

GRIP AND APPLIANCE FOR CABLE ROAD CABS.

Patented Aug. 13

INVENTORI WITNESSES:

Jittmvwy.

N. PETERS, Phpimulhugfilphen Wilhlngion. D, C.

, wheel.

UNITED STATES PATENT OFFICE.

ANDRElV CAMPBELL, OF BROOKLYN, NElV YORK.

GRI'P AND APPLIANCE FOR CABLE-ROAD CARS.

' SPECIFICATION forming part of Letters Patent No. 408,692, dated August13, 1889.

Application filed February 18, 1888. Renewed June 21, 1889- Serial No.315,049. (NomodeL) To all whom it may concern:

Be it known that 1, ANDREW CAMPBELL, a citizen of the United States, anda resident of Brooklyn, Kings county, New York, have invented certainImprovements in Grips and Appliances for Cable-Road Cars, of which thefollowing is a specification.

My invention relates'to equipments for cars adapted to be driven bysocketed or ladderlike cables-that is to say, acable constructed of twotwin cables connected at regular intervals by ties or cross-pieces; andthe object of my invention is, in the main, to improve the grip ordevice whereby the .car is coupled to the moving cable.

In order to make my invention and purpose more clear, I will say thatwhen a cable of the above character has been employed as a driver thecar has been provided with a grip comprising a wheel mounted on theunder side of the car with teeth to engage the sockets in the cable inthe manner of asproeket- When the car is standing, the cable rotatesthis Wheel; but when the brake is set on the wheel until it is preventedfrom rotating the car must move wit-h the cable. The wheel is arrangedto be lifted out of the cable-way for derailing the car or taking itinto the car-house. Some practical difficulties are experienced in theuse of a Wheel-grip of this kind, mainly owing to the stretching of thecable, which causes a variation in the pitch or spacing of the ties orbridges that connect the twin cables.

In my grip the teeth which engage the cable are not on and parts of asprocket-wheel, but are carried by two endless chains, and they movewhen driven by the cable in a plane parallel with the cable-way and withtheir contact-faces at right angles to the line of travel of the cablefrom the engaging to the disengaging point. Provision is also madewhereby the grip is caused to work smoothly even with a considerablevariation in the pitch of the cable.

My invention will be hereinafter described, and its novel featurescarefully defined in the claims.

In the accompanying drawings, Figure 1 is a sectional elevation of aportion of a car provided with my improvements, the plane of the sectionbeing indicated by line 1 1 in Fig.

2. Fig. 2 is a plan of the mechanism below the car-bottom, the latterbeing omitted. These are general views on a small scale illustrating themechanism assembled together. Fig. 3 is a side elevation of the teethand chains of the grip alone, the sprocket-Wheels that carry the chainsbeing indicated merely by dotted circles, the other mechanism of thegrip being omitted. Fig. 4 is a side elevation of the grip, showing thegear-wheels and sprocket-wheels, but omitting the chains and teeth, thepitch-line only of the chains being indicated by dotted lines. Figs. 3and 4 are merely illustrative or explanatory views. They are drawn to ascale double that of Figs. 1 and 2. Fig. 5 is a transverse sectionthrough the grip device, taken in a substantially vertical plane, andFig. 6 is a sectional plan of a part of the same device. These views aredrawn to a scale double that of Figs. 3 and 4. The dotted line 5 5 onFig. 1 indicates the plane of the section along which Fig/5 is taken.Fig. 7 is a sectional elevation of the device on the platform forapplying the brakes to the grip, and also to the car-Wheels. This viewis drawn to a scale double that of Fig. 1. Fig. 7 is a detachedsectional and plan view of the pinions and adjacentparts seen in Fig. 7.This view is drawn to a large scale. Figs. 7 b and 7 are views of thedevice seen in Fig. 7 designed to illustrate its operation. Figs. 8, 9,10, 11, and 11 are detail views, on a scale double that of Fig. 1,illustrating parts of the mechanism for raising and lowering the grip.

Figs. 8, 9, and. 10 are merely diagrammatic views. Fig. 12 is a plan,and Fig. 12 an elevation, of a modified form of the device illustratedin Fig. 7, and on the same scale.

I will now describe my invention, premising that it comprises theconstruction of the grip itself, the means for applyingthebrakes to thesame, means for lifting the grip out of engagement with the cable incrossing other cables or passing from one cable to another, and meansfor lifting the grip entirely out of the cable-Way or conduit inderailing the car or in leaving the road to enter the car-house.

A represents the cable-way, athe grip slot or groove therein, and B thecable. This cable is, as before stated, made up of two cables arrangedparallel and connectedat regular iii- ICO tervals by ties orcross-pieces I), the spaces b between said ties forming sockets toreceive the teeth on the grip. This cable is supposed to be driven inthe usual manner by a stationary engine at some point on the road.

0 represents the bottom of a car provided with my improvements. I havenot deemed it necessary to show more of the car than is required toillustrate my invention, as the car may be of the usual kind. Thecar-body is mounted on wheels C (3, fixed, as usual, on axles C C One ofthe platforms 0 of the car is shown.

D D represents a stout frame supported on .the axles C at (I (Z. Thisframe maybe composed of two longitudinal beams connected by transverseties or beams arching over from side to side. 'Within the spaceencompassed by frame D is suspended a frame E, which may be raised orlowered, as will be described.

D D are pairs of standards erected on frame D. In standards I) D arock-shaft F is mounted, on which are fixed arms F F, which are coupledto the frame E by links F F The object of this device is to compel theframe E to preserve its horizontal position at all times. If simplysuspended, it would rock or vibrate laterally. The raising and loweringof the frame E is effected by the following-described mechanism:

Chains or like flexible connectors c c are attached at their one end toopposite corners of frame E, pass over guide -shcaves f. f, mounted onthe cross-beams of frame D, and are attached at their other ends to ahorizontallyarranged double grooved sheave f, mounted also on frame D.These chains-e 6 support the suspended frame E. Connected with orforming a part of the sheave f is a sheave g, to which is attached andaround which is wound a chain or like connector 71. The other end ofthis chain is attached to a sliding carriage or frame G, mounted insuitable bearings at t i on standards D D on frame D. This carriage G isadapted to move longitudinally of the car. \Vhen it is drawn forward,(by means to be described,) the chain 71/ rotates sheave g, and throughit sheave f, and thus winds up chains 0 c and lifts frame E. The frame Ecarries the grip device; but before proceeding to describe this device Iwill describe the means whereby the carriage G is drawn forward,promising that two very similar devices are employed, one for liftingthe frame E only high enough for the grip to clear the cable and theother high enough for the grip to entirely clear the cableway. Thedriver or gripman of the car controls this choice and decides whichdevice will be put in operation. 011 the platform 0 is mounted insuitable bearings an upright shaft j, provided with some suitablecrosshandle j on its upper end for operating it. On said shaft below theplatform is fixed a cross-head j to one end of which is attached a rodH, which extends back to and is coupled with a crank-arm 7.: on arock-shaft mounted on some part of frame I). On this rock-shaft arefixed at a little distance apart two toes or trippers ZZ one standing alittle above the other, and in front of these toes are loosely mounted011 a shaft in, fixed on carriage G, two elbow-levers n M, which havelatch-hooks on their pendent arms (see Figs. 8, 9, and 10) turned inopposite directions. The backwardly-projecting arms of these levers n Wstand, respectively, in the paths of the toes Z Z the former above itstoe Z and the latter below its toe 1*. The hook on the lower extremityof the lever it engages a pin 0 in the inner face of a hooked draw-barI, which is pivoted at 1) in carriage G, and has its hooked endprojecting forward, or to the right, as seen in Fig. 2. Thus the hook onthe lever 7L normally supports the draw-bar I in the position seen inFig. 1. Parallel with draw-bar I, and pivoted at the same point incarriage G, is a draw-bar I which is precisely like the bar I, exceptthat it is a little longer. This drawbar I has a pin 0 (see Fig. 9,)which is en gaged with the hook on the lever a: This hook supports bar1*.

Now, if the gripman wishes to raise the grip entirely out of thecable-way, he can do this without stopping the car by simply turningshaft j, by means of handle j, a part way round in the proper directionto draw forward rod II. This action swings arm k and shaft 7:. andthrows up too Z. This toe takes under and raises the arm of bell-crankit and dctaches the latch-hook on its end from pin 0 in draw-bar I. Thisposition of the parts is seen in diagram, Fig. 8. The draw-bar dropsonto a restq on the uprights on frame D and stands in the position seenin diagram, Fig. 10. On the car-axle C is fixed a crank .l, which hastwo crank-pins r r on opposite sides of its end arranged at differentdistances from the axle. The pin 1', which has the greater throw, willbe in position as the car-axle revolves to engage the hook on the end ofthe draw-bar I, and as the crank passes on the carriage G will be drawnforward, through the medium of this bar, until the crank has turned farenough to pass out of engagement with the hook. This movement ofcarriage G will lift frame E and the grip mounted thereon. In Fig. 10 itis the longer draw-bar I that is shown, but the operation is the same inprinciple with both draw-bars. If the gripman wishes to raise the gripout of engagement with the cable only and not out of the cableway, hedrops the longer draw-bar I". This is effected by turning shaftj in theopposite direction to-that described. This rocks the shaft 70 in theopposite direction. Toe Z depresses the arm of lever 02. and disengagesits pendent latch-hook from pin 0 in draw-bar 1*. This operation is seenin diagram, Fig. 9. The hook on the end of the draw-bar I will beengaged by crank-pin 0. The dillerence in the positions, measuredradially of the crank-pins r and r governs the extent of lift due to themomentum of the car, causes a cam K on the axle to take under and liftthe draw-bar high enough for the latch-hook to engage and hold it up inits normal elevated position. I may say here that coil-springs on theshaft or bar m return. the levers n a to their normal positions againsta stop in (Seen in Figs. 8 and 9.)

In order that the frame E and its appurtenances may not be thrown up atthe forward end, I provide a means for holding it down which I will nowdescribe. 1

L is a rock-shaft which is mounted in frame D and provided with arms Lwhich take over the flange of frame E and keep it from rising, and witha weighted arm L, which tends to keep the said arms thrown intoengagement. On the said shaft L, at one side of the frame E, iscrank-arm L which carries a bowl or pin 3, which stands under the end ofa pendent swinging bar M, the lower end of which is in the form of aninverted Y, the branches of which form two like cams.

The rod II is coupled to bar M, and when moved longitudinally in eitherdirection the rod H swings said bar, thus causing one or the other ofthe cams on the bar to act on the bowl 8 and depress crank-arm L Theeffect of this is to rock the shaft L and swing the arms L out ofengagement with frame E. Asthis frame would fall again after beingraised, if left to itself, I employ a device forsupporting it in itselevated position and for lowering it. This device I will now describe.

To the front end of the carriage G is pivotally secured-a rack N, whichis mounted in a guide or guides, of any suitable construction, on thebottom of the car or its platform. This rack meshes with a longpinion t,rotatively mounted on a fixed stud u, attached to the car-body. I haveshown this stud as forming a part of a flanged plate '0, secured firmlyto the under side of the platform 0. Pivoted on plate c is a dog or pawlw, which engages the teeth of thepinion t, and by holding it againstrotation prevents the carriage G from moving back, and thus holds theframe E suspended. On the dog to is a cam-arm w", and

on plate 1; is pivoted a cam-lever w, the inner end of which is adaptedto engage arm w and release the dog, and the outer end of which isconnected to one end of the cross-head 7' by a rod m. When the cam-lever0c is turned to its middle position, as seen in Fig. 2, it acts to liftthe dog w out of engagement with the pinion, and thus allow the latterto rotate and the frame E to fall. Mounted rotatively on the stud it,below the piniont, is a sprocketwheel O, which carries a spring-pawl y,(see Figs. 11' and 11%) which is always in engagement with the pinion. Achain z connects this sprocket-wheel 1 with a sprocket-pinion z on anupright shaft P, rotatively mounted in suitable bearings on thecar-platform c. This shaft P is provided with a suitable operatinghand-wheel, whereby the gripman of the car may by hand elevate the frameE. This he effects through the medium of the sprocket wheels and chains,the pawl y, pinion 2, and rack N. When the frame is raised, the dog wholds it elevated. To lower it, it is necessary for the gripman to turnshaft P forward a little, in order to take the pressure off the dog, andthen release the latter by turning handle j until they lever 03 andcamarm w stand in the position seen in Fig. 2.

3 3, around which is an endless chain 4. These sets or pairs ofsprocket-wheels are independently mounted in different planes, but theiraxes are all at right angles to the axis of the roadway. mounted in themain chain 2, as clearly shown. In the construction illustrated fiveteeth, equally spaced to suit the pitch of the cable, are employed.These teeth have tails 5*, and these tails are coupled to the auxiliarychain at by slotted connections. In Fig. 3, a represents the slot in thetail 5 and c the coupling-stud. The construction is such that when thecar is standing and the cable moving the cable will drive the chains andteeth, one tooth being always inengagenient with a tie b of the cable.tooth in contact will stand at right angles to the axis of the cable, orsubstantially so, and the teeth will be tilted and thrown forward asthey free themselves from the cable, so as to avoid any rubbing orgrinding friction between the teeth and the cable-ties 1). Owing to thepeculiar manner in which the teeth enter and leave the sockets in thecable, a moderate amount of variation in the pitch of the cable, due toits stretching, will make no appreciable difference in the operation ofthe grip. In order to steady and guide the teeth in their movements, Imount on the ends of the main pivots of the teeth at each side of thechain rollers 6 6, one of which (see Fig. 5)

rolls alon an n )er track 7 and the other take some of the strain offthe pivots of the teeth and the chain. a

In. order that the cable may drive the car, it is necessary to stop oneor both of the wheels The grip-teeth 5 5 are pivotally The vertical faceof the 1 1 from rotating. I prefer to apply brakes to bothsimultaneously for this purpose; but as both braking mechanisms arealike I have only illustrated one in detail, (see Figs. 5 and 6,) andthis I will now describe.

The sprocket-wheel 1 (seen in Fig. 5) is loosely mounted on atubularstud 10, secured in a casting 11, mounted on frame E. The web and innerface of the rim of wheel 1 are turned up truly to receive brake-blocks12 and 12 one arranged on each side of the web of said wheel. Theseblocks maybe of woodof ring like form. Theblock 2 is secured in the faceof a brakedisk 13, secured. to the end of astem jH which plays throughand is splined in the tubular stud 10. On the outer end of stem 14; isan enlarged screw 15, which screws into a nut 16. This nut is of tubularform and is screwthreaded both externally and internally. The block 12is secured in the face of a brakedisk 13*, which is secured (see Fig. 6)to two stems 11 11*, which play through the casting 11, and are attachedat their outer ends to a nut 15*, which screws over the nut 16. Now,when this nut 16 is rotated in one direction, the effect is to draw theblocks 12 12* up tightly against the web of the sprocket-wheel 1, andwhen turned in the opposite direction to move them back and out ofcontact with the web. In order that I may rotate the nut 16conveniently,I secure it to or in a toothed wheel 17 and drive thelatter through the medium of a pinion 18, mounted in a bearing on frameE, a sheave 19 on the same axis as the pinion, and a chain, rope, orother flexible connector 20. Both of the sprockctwheels 1, as beforestated, are provided with like braking devices, and each braking devicehas a toothed wheel 17, both of which mesh with the pinion 18. Thus thetwo braking devices are operated simultaneously through the medium ofthe brake-chain 20.

The screws on the nut 16 are rights and lofts, and the said nut is or.may be secured to the spnr-wheel17 adjustably, so that by detaching itfrom the spur-wheel it can be conveniently rotated so as to set up thebrakeblocks to the web to compensate for wear.

In Fig. 5 the flanged portion of the nut 16, which laps over on theouter face of wheel 17, is beveled at its margin, and a beveled ring 17X issecured to wheel 17 to form a keeper for the nut. The nut is securedto the web of the wheel by a pin or pins 21, which may be made to enterregistering holes in the parts and thus secure them against independentrotation. In order to oil the nut 16, I usually utilize its cavity as anoil-holder and close it with a screw-cap 16 Small holes for the passageof oil are formed in the wall of the nut, as seen in Fig. 6. The screw15 I usually make hollow to provide a receptacle for oil, and furnish itwith an aperture to receive oil, and passages in its wall to deliver itto the screw-thread, as clearly seen in Fig. 5. In order to protect thenut 16 from dust, I turn its inner end truly circular and form acircular flange 11 on the casting 11 to take over and fit said nut. Thenut also has a flange which extends out to and fits snugly within therim of wheel 17. This serves to protect the screw from dust at thatside.

I may say here that I only employ the pinion 18, in order to drive thewheels 17 in the same direction, whereby I am enabled to construct thenuts 16 alike on both devices, as respects their screw-threads. If thewheels 17 meshed together, one driving the other, the screw-threads 011the respective nuts 16 would have to be reversed.

The gripinan might employ any ordinary form of brake-actuating mechanismadapted to rotate sheave 19 through the medium of the chain or connector20, but I prefer to employ the device illustrated in Figs. 7, 7, 7", and7", and which I will now describe, promising, however, that one object Ihave in using this form of brake-operating device for the grip is thatit enables the driver to set the brakes on the wheels of the car also,and thus avoids the necessity of using two brake wheels or handles. Fig.7 is an elevation of the device seen in Fig. 7", taken from thedirection indicated by arrow 7 In these views the pinions are indicatedin dotted lines to avoid con fusion.

21 is a horizontally-arranged toothed wheel, rotatively mounted on astud 22, fixed to the under side of the car-platform c, and 21 is a liketoothed wheel mounted on thesame stud, which latter thus forms a commonaxis for said wheels. The two ends of the grip-brakechain 20 areattached to the face of the lower wheel 21 at nearly opposite points 6 6its bight being secured to sheave 19. To the upper wheel 21 is attachedat the point a one end of the car-brake chain 23, which chain extendsback and is coupled to the evcner 24c (seen in Fig. 1) of the usualbraking mechanism employed on streetcars. I have not deemed it necessaryto illustrate the ordinary car-brake more fully than this, as it wouldonly tend to confuse the drawings.

Vithin the hollow (see Fig. 7) between the two wheels 21 and 21 andcoiled around the axis thereof is arranged a coil-spring 25, one end ofwhich is secured to the upper wheel 21, and the other to the lower wheel21*. In suitable bearin gs on the platform 0 is mounted an uprightbrake-shaft 26, provided with a suitable hand-wheel or crank 26 foroperating it. On this shaft are two like pinions 27 and 27 arranged tomesh with the toothed wheels 21 and 21*, respectively. These pinions aresplined on shaft 26 and are embraced between the two lower bearings ofthe shaft. On the wheels 21 and 21 are respectively stops 2S and 28*,(best seen in Figs. 7" and 7.) \Vhcn the brakes are off, the spring 25rotates the wheels 21 21 in such a manner as to bring these stops upagainst the pinions 27 27 on opposite sides, and thus bring thesplinegrooves 29 in the pinions (see Fig. 7 always back to one positionand into coincidence or register, On the shaft 26 is a steep pitchedscrew 30, that plays in a nut 31, which forms a part of the bearing ofthe shaft. The object of this device is to enable the gripman to operateeither setof brakes at Will by rotating one or the other of'the wheels21 21 at will. Referring now especially to Fig. 7, it will be seen thatthe spline 32 on shaft 26 is quite short, and as the shaft moves up ordown longitudinally when it is rotated, by reason of screw 30, it willalso be seen that the spline may be run up into the upper pinion 2'7,when it and the shaft must rotate together and drive the wheel 21; or

by turning the shaft in the opposite direction the spline may be rundown into the lower pinion 27 and said pinion must then turn with theshaft and drive-wheel 21*; but in passing out from the spline-groove ofone pinion into that of the other it must be obvious that the splinewould engage both pinions, and as both pinions cannot revolve togetherin the same direction, by reason of the stops on the wheels 21 21*, Icut away the metal of the pinions to the depth of the spline-groove, inthe manner of one turn of a screw-thread, asv at g g in Fig. 7 the pitchcorresponding with that of the screw 30. The spline 32 is equal inlength, or nearly so, to double the pitch of the screw, and consequentlywhen the spline passes from one pinion to the other it will engage oneat the mo ment it passes out of engagement with the other, the spiralrecesses g providing room for the movement of the spline in its transitfrom one pinion to the other.

The operation will usually be as follows: WVhen the grip-man wishes tostop the car, he will find the grip-brake set (as it must always be whenthe car is inmotion) and the spline 32 in the shaft 26 in engagementwith the lower pinion 27 The first movement is to rotate shaft 26backward or to the left. This serves to impart abackward rotation to thepinion 27 X and wheel 21 which releases the gripbrake and brings thestop on wheel 21 up against the pinion 27 as seen in Fig. 7 This backrotation of the shaft will have moved the spline up out of engagementwith pinion 2'7 and into the neutral spaces 9'. Continued rotation ofthe shaft 26 in this direction will turn the wheel 21, through thepinion 27, and thus set the brakes on the carwheels, and this will stopthe car. Thus, as the parts areherein shown, backward rotation of shaft26 first releases the grip brake and then sets the car-brake. To releasethe car-brake, the shaft 26 is rotated to the right until the splinedescends to the neutral or median position, (seen in Fig. 7,) and thenboth brakes will be off. To start the car, the gripman rot-ates shaft 26to the right, when the wheel 21 will be rotated (in the direction ofarrow 00 y in Fig. 7") and the grip-brake set. The wheels 21 and 21 towhich the brake-chains are attached, actas cranks. The ends of chain 20are so connected to wheel 21 that one is slackened up shows that thegrip-brake is set and the car brake is off. In Fig. 7 the position ofthe parts shows that the grip-brake is off and the car-brake set. Byattaching the ends of the grip-brake chain 20 to studs on the face ofthe wheel 21*, on opposite sides of its center, asseen at 6 6 one sideof the chain is slackened to the same extentthat the other is taken up,and the leverage or purchase the gripman has on the brakeincreases asthe brake is set by the line of strain being brought nearer to the axisof the wheel 21 This cannot be effected with the ordinary construction,where the chain is wound on a barrel, as in this latter case theleverage remains always the same.

Figs. 12 and 12 illustrate a simpler construction of the brake-applyingapparatus. Int-his construction the shaft 26 is unprovided with a screw,and on it is fixed a pinion 27 which meshes with a toothed crank-wheel21, rotatively mounted under the car-platform. The two brake-chains 20and 23 are coupled to this wheel at the points 6, c and c asclearlyshown. In Fig. 12 the brakes are shown as both off. A movement in thedirection of arrow at y will set the grip-brake,while a movement in theopposite direction will set the car-brake.

' The brake-chains are simply represented in usually couple the boxing d(seen at the left in Fig. 1) to the frame D by means of a link 8X. Thefront end of this frame D may also be provided with a track-clearer D Inthe drawings, and particularly in Fig. 3, the sprocket-wheels 3 arerepresented as of less diameter than the wheels 1 and the lower sides ofchains 2 and 4 as in the same horizontal plane. This is to causetheproper motions to be imparted to the teeth 5; but the relativeproportions and arrangement of these parts and the angle formed by thetail of the tooth with its body may of course be varied somewhat withoutmaterially departing from my invention or materially affecting theoperativeness of the device. The tail of the tooth that happens to be inengagement with the cable imparts the proper movement to chain 2.

Having thus described my invention,- I

claim- 1. A grip for a cable'road car, comprising two endless chains andtheir sprocket-wheels, and L-shaped teeth to engage the cable, saidteeth being pivotally mounted in the main endless chain, with theirtails pivotally c011- nected to the auxiliary endless chain, substantially as set forth.

2. The combination, in a grip device for a cable-road car, of twoendless chains, as 2 and 4, arranged side by side, two pairs of sprocketwheels on which said chains are mounted, L- shaped teeth, as 5,pivotally mounted in the chain 2, and having slotted tails 5 pivot-allyconnected to the chain 4, friction-rollers, as 6 and S, mounted in saidchains, respectively, at the points where the teeth are pivoted, and thetracks on which said rollers run, substantially as set forth.

A brake for a grip for a cable-road car, consisting of brake-disks 13and 1 3 and their brake-blocks, said blocks being arranged on oppositesides of the web of the grip-wheel, a screw 15, connected rigidly to oneof said disks, a nut 15*, connected rigidly to the other of said disks,and a nut 16, screw-threaded externally and internally and intermeshingwith the screw 15 internally and the nut 15 externally, whereby rotationof said nut serves to operate both brake-disks simultaneously, as setforth.

4. The combination, with a sprocket-wheel 1 of a grip device, of thebrake-disk 13, furnished with a block 12, a stem 1t, and a male screw15, said stem extending through the tubular journal of the wheel 1, thebrakedisk 13 furnished with a block 12*, stems 14 and a nut or femalescrew 15 a nut 16, furnished with a male screw which engages nut 15 anda female screw which engages screw 15, and an operating-wheel 17,secured to said nut 16 concentrically, substantially as set forth.

5. The combination, with the grip-carrying frame E, its supportingchains and their sheaves, of the carriage G, a hooked drawbar, as I,pivoted therein, a supporting-hook which holds up said draw-bar, a trip,as Z, for releasing said hook, an operating-rod II, a crank-arm 7;,connecting said rod II with said trip, the car-axle, the crank J thereonprovided with a crank-pin r, and the cam on the axle for raising saiddraw-bar, substantially as set forth.

6. The combination, with the rod II, the crank-arm 7a, to which it iscoupled, the rockshaft 7e, and the toes I Z forming trips, of thecarriage G, the hooked draw-bars I 1*, of unequal lengtlninounted insaid carriage, the elbow-levers a a mounted on said carriage and havingpendent hooks which engage pins 0 0 respectively, in said draw-bars, theaxle of the car and the crank J thereon, provided with two crank-pins r1' arranged at different distances from the axle, substantially as andfor the purposes set forth.

7. The combination, with the frame D,carried by the car-axles, and thegrip-carrying frame E, suspended in said frame D, of the rock-shaft F inframe D, provided with arms F, and the links F connecting said arms withthe frame E, substantially as and for the purposes set forth.

8. The combination, with the frame D and the grip-carryingframe Esuspended therein, of the rock-shaft Ii,provided with an arm L thattakes over some part of frame E normally, a weighted arm L and anoperatingarm Lthavinga pin or bowl .9, of the pendent bar M, having twocams on its lower end, adapted to act on said pin or bowl, whereby theshaft I1 is rocked by the swinging of said bar M, as set forth.

9. The combinatiomwith the grip-carrying frame, its supporting andelevating chains and sheaves, and the carriage G, of the rack N, coupledto said carriage, the pinion 2, engaging said rack, the dog or pawl 70,engaging said pinion, said dog being provided with a tail 10 the lever01;, the upright shaftj, the cross-head j on' said shaft, thecomiecting-rod at, which couples one end of said cross-head to saidlever 00, the wheel 0, mounted loosely on the same axis with pinion t,the pawl 7 carried by said wheel and engaging said pinion, the uprightshaft I its pinion z", and the chain or belt connecting wheel 0 withpinion 2 substantially as set forth.

10. The brake-applyin g device for the gri pbrake, comprising theupright operatin -shaf t 26, a pinion carried thereby intermeshi ng witha spur-wheel, the said spur-wheel, and the brake-chain 20,its endsconnected to studs in the face of the said wheel at opposite sides ofits center, whereby the said chain is slackened on one side to the sameextent that it is taken up on the other, and whereby the brakingleverageis increased, as set forth.

11. The brake-applying device comprising the combination of thespur-wheels 21 and 21 connected together by a spring 25 and provided,respectively, witlrstops 2S and 28*, the ear-brake chain 23, connectedwith wheel 21., the grip-brake chain 20, connected at its ends withwheel 21*, the nut 31, the operating-shaft 26,provided with a screw 30in said nut and a short. spline, and the pinions 27 and 27* on saidshaft, meshing, respectively, with said wheels 21. and 21 and providedwith spline-grooves and spiral spline-recesses, whereby both brakes maybe operated suecessively from the same shaft.

In witness whereof I have hereunto signed my name in the presence of twosubseril'iing witnesses.

ANDREW CAMPBELL.

\Vitnesses:

* HENRY CONNETT, J. D. CAYLINGEN.

